Oil engine with fuel injection



May 20, 1930.

'F. LANG 1,759,163

OIL ENGINE WITH FUEL INJECTION Original Filed March 6, 1925 jwucnfoz Ea mg L y,

Patented May 20, 1930 UNITED, .STATES PATENT?" Orr-ice FRANZ LANG, OI IhIUNIGH, GERMANY, ASSIGNOR' T ACBO AKTIENGESELLSCEAIT,

' O]? KUSSNACHT AM BIGI, SWITZERLAND i I on. ENGINE WITH FUEL rmncrronr Original application filed March 6, 1926, Serial No. 92,758, and in Germany March 16, 1925. Divided and this application filed July 6, 1927. Serial No. 203,820.

This invention relates to oil engines with fuel-Injection and, in particular, to engines combining with the combustion-chamber of the cylinder a supplemental combustionchamber from which the ignited mixture of fuel and air passes to the former at the proper time during the working stroke of the piston.

The invention comprises certain subjectmatter described in my co-pending application for Letters Patent of the United States, Serial No. 92,7 58 filed March 6, 1926, of which this is a divisional application.

The object of the invention is to impart to the air and fuel a strong whirling and mixing action prior to and during its entry into the supplemental combustion-chamber toward and during the end of the compression stroke of the piston, while during the initial portion of the working stroke the ignited mixture is 20 permitted to issue freely and without throttling losses from the supplemental combustion-chamber into the main combustionchamberin the cylinder, in orderto preserve its energy for driving the piston.

2 With these objects in view my invention comprises an arrangement of theparts whereby the'cross-seotional area of the passages or parts for the escape of the ignited charge from the supplemental combustion-chamber into the cylinder-combustion-chamber during the first part of the working stroke is essentially greater than their cross-sectional area at the final portion of the compression-stroke.

This hitherto'unknown differential crosssection for the passage way or ways for the period of the charge-mixture at the 'compres: sion-stroke and at the working-stroke, respectively, constitutes the important feature of this invention.

. In the drawing I have represented in central longitudinal section so much of an oilengine embodying my invention in' its preferred form as is necessary to illustrate the same.

In this drawing .2 indicates the enginecylinder of any usual or desired form and construction and f the piston reciprocating within the same. b designates an oil or fuelinjector in the form of a nozzle arranged in 9 the cylinder-head h. In advance of the fuel injector or nozzle b is arran ed a mixing chamber 0, which mixing cham er, as shown, communicates with and directly adjoins the main combustion-chamber in the cylinder; The mixing chamber 0 communicates with the supplemental combustion-chamber a through a contracted throttling orifice c, as shown.

T he supplemental combustion-chamber a is arranged at the cylinder head laterally or at one side of the same while, as shown, the injection-nozzle b is directed obliquely to the axis of the cylinder. This supplemental c0mbustion-chamber is arranged to communicate with the cylinder space through the mixingchamber 0 and through the portsor channels (I and e when they are uncovered by the piston on its return or working stroke.

The operation of the parts and arrangement thus described is as follows:

During the compression stroke of the piston the air previously sucked in is forced into 0th of the combustion-chambers. After the piston has reached the position in which it has covered the ports or passages d and e the air driven and compressed by said piston can enter the supplemental combustiomchamher a only by wa of the mixing chamber- 0. The fuel injected through the injector b at this period now mixes with the air current passing through said mixing chamber, the resulting mixture then flowing through the throttling orifice a into the supplemental combustion-chamber while being vehemently whirled and agitated and igniting in the latter. The increasing pressure thus generated a is first propagated from the supplemental combustion chamber through the mixing chamber into the cylinder thereby forcing the piston downward on its working stroke. As the piston continues its working stroke the ports or passages d and e are successively un-',

covered thereby permitting the ignited mixture to flow through them into the cylinder spaces. By virtue of these ports or openings d and e discharge of the entire contents of the supplemental combustion-chamber through the throttlin contraction or orifice of the mixing cham er I) is avoided'and thereby the delay of action which would result if the burnin mixture would have to pass only throug said throttling contraction between the supplemental combustion chamber and the mixing chamber-is materially diminished.

The shape and relative position of the supplemental combustion chamber and its connecting means with .the mam combustion chamber of the cylinder as also the order of the opening of these connecting means may be modified as desired within the scope of th present invent-ion. 7

What is claimed is:

1. In an oil-engine with fuel-injection comprising a cylinder and a piston arranged to reciprocate in said cylinder, the combination of a fuel-injector arranged on the cylinder, a mixing chamber arranged in advance of the mouth of said fuel-injector and communicating with the combustion chamber of the cylinder, with a supplemental combustion-chamber arranged on the cylinder and in communication with said mixing chamber, through a contracted throttling orifice, and an additional communicating port between said supplemental combustion chamber and the c linder-space, and arranged to be closed by te piston during the last part of its compres sion stroke.

2. In an oil-engine with fuel-injection comprising a cylinder and a piston arranged to reciprocate in said cylinder, the combination of a fuel-injector arranged on the cylinder, with a mixing chamber arranged in advance of the mouth of said fuel-injector and directly adjoining and communicating with the combustion-chamber of the cylinder, and a supplemental-combnstion chamber mo mted on the cylinder and connnunicating with the said mixin chamber through a constricted thrott ing orifice, and an additional communicating port between the said supplemental combustion-chamber and the cylinder-space, and arranged to be closed by the piston during the last part of its compression-stroke.

3. In antoil-engine with fuel injection comprising a cylinder and a piston arranged to reciprocate in said cylinder, the combination of a fuel injector arranged on the cylinder, a mixing chamber arranged in advance of the mouth of said fuel-injector and commuuicat ing with the comlmstion ehamber of the cylinder, with a supplemental combustion chamber arranged on the cylinder and in communication with said mixing chamber, and a lurality of additional communicating ports etween said supplemental combustion-chamber and the cylinder-space and arranged to be successively closed and opened by the piston during the last part of the compression-stroke and the in tial part of theworking stroke.

In testimony whereof I have hereunto afiixed my signature.

FRANZ LANG. 

